Motor vehicle safety seat



H. M. SMITH 2,102y979 MOTOR VEHICLE: SAFETY SEAT Filed Nov. 26, 1934 2 Sheets-Sheet l Dec. 21, 1937.

I v INVENTOR HARRY M. SMIT ATTORNEY Patenta& Dec. 21, 937

UNITED STATES PATENT OFFICE uo'ron vaom smarr smu' m M. smith. San Francisco; Cli. Application November ze. 1934, Serial No. 754.100

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This invention relates to improvements in motor vehicle safety seats.

The principal object oi the invention is to prevent motor vehicle passengers from being hurled forward by momentum in the event of an impact or sudden application of the brakes.

Another object is to utilize the momentum of the occupants to deflect the lines of force and move the seat into a tilted position to guard o against their being displaced therefrom.

Another object is to render the seat conventional in appearance when it is in normal position.

Another object is to arrange the structure so s that it will be simple and reliable in operation and low in manufacturing cost.

Other objects and advantages appear as this description progresses.

In this specification and the accompanying drawings, the invention is disclosed in its preferred form. It is, however, to be understood that the invention is not limited to this form because it may be embodied in other forms without departing from the spirit of the invention as 5 dened in the claims following the description.

In the accompanying two sheets of drawings:

Fig. 1 is a diagrammatic side elevation of a motor vehicle seat constructed in accordance with this invention.

Fig. 2 is a similar view of the same in tilted position.

Fig. 3 is a plan view of the seat as in Fig. 1, partly broken away to disclose the underlying structure.

Fig. 4 is an enlarged detail in vertical section of one of the supporting rollers of the seat coni fined in its guiding channel.

In detail the Construction illustrated in the drawings, reerring more particularly to Fig. 1,

49 comprises the motor vehicle floor boards i and the baseboard 2 mounted at a lower level than the floor boards to form the recess 3. The channel iron 4, see Fig. 3, extends transversely across the recess 3 and is bolted to the base 2 at 5-5.

4.5 The channel is bent upward at each end at 6, then longitudinally at 1 to form the guide rails 8, 8'. The forward ends of these rails are bent downward at 9 and transversely at ill and bolted to the base 2 to form a rigid structure.

50 The seat Il is of conventional construction and consists of the back l l' and the cushion il" upholstered in the usual manner. The cushion il" may be removable from the seat if desired.

The rollers such as z, see Fig. 4, are preferu ably mounted on antifriction bearings and have the axial shanks II which extend laterally through the side struts M o! the seat and are rigidly secured thereto by the nuts ll. The rollers l2 and z', see also Fig. 1. are conflned between the flanges of the guide rail I and sup- 5 port the seat II. similar rollers are fixed to the opposite side of the seat and conflned in the rail 8'.

The guide rails 8 and 8' are both inclined downwardly at IS and have a curvilinear rise at Il. When the seat is in normal position the roller |2 on opposite sides of the seat are situ ated at the top o! the decline s while the rollers z' rest at the beginning of the curvilinear rise l'I in the rails 8 and 8'. Contractile springs such as s are provided with their ends respectively engaging the central portion of the channel 4 and the lugs s which are fixed to the bottom of the seat II. The tension of these springs urges the seat ll backward into normal position with the rollers z resting against the stops 20 provided in the channels 8 and 8'.

Upon impact or upon too sudden application of the brakes, the momentum of the occupant carries the seat Il forward against the tension of the springs |8. The rollers I! then travel down the decline [6 and the rollers IZ' progress up the curved rise Il in the opposed rails 8 and 8'. This lowers the back and tips up the front of the seat to Swing the seat into the position illustrated in Fig. 2.

The raised forward portion of the seat restrains the occupant from being hurled forward by the force of momentum. The lowering oi'- the back ll' oi the seat lowers the center of gravity `and contributes to retaining the occupant in place on the seat.

As shown in Fig. 2, the tiltlng movement carries the forward portion of the seat ll a distance under the steering wheel r. Sumcient space remains therebetween to clear the operator's knees.

The extent the seat ll' is tilted will vary with the force of momentum. The curvilinear rise at I'I and the increasing tension of the springs s as they expand progressively resist the force of momentum until it is expended. The springs s then restore the seat to its original position as in Fig. 1 with the rollers I! engaging against the stops 20.

Having thus described this invention what we' claim and desire to secure by Letters Patent is:

l. In a motor vehicle having a steering wheel; a pair of fixed longitudinal guides shaped to form alined relatively steep, forwardly disposed de- 66 with its rearward portion loweredwith respect to said steering wheel.

2. In a motor vehicle, a pair of fixed longltudinal channel guides shaped to form `'alined relatively steep, forwardly disposed declines at the rear thereof and substantially horizontal po'tions at the front thereof a seat between said guides having nntifriction rollers at the rear thereot confined in said channel guides 'in said decllnes and rollers at the front of the seat similarly conned in said channel guides in said horizontal portions; resilient means urging said seat backward; and stops in said guides adaptedto be engaged by said rollers to limit the rearward move- .ment of said seat; sam seat being adapted to be displaced forwardly by the force of momentum and its 'earward portion lowered by the rollers in said guides.

HARRY M. SMITH. 

